US251980A - Regulating-valve for railway-brakes - Google Patents
Regulating-valve for railway-brakes Download PDFInfo
- Publication number
- US251980A US251980A US251980DA US251980A US 251980 A US251980 A US 251980A US 251980D A US251980D A US 251980DA US 251980 A US251980 A US 251980A
- Authority
- US
- United States
- Prior art keywords
- valve
- brakes
- piston
- railway
- regulating
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Expired - Lifetime
Links
- 239000012530 fluid Substances 0.000 description 16
- 241000282326 Felis catus Species 0.000 description 2
- 235000008984 brauner Senf Nutrition 0.000 description 2
- 244000275904 brauner Senf Species 0.000 description 2
- 235000015115 caffè latte Nutrition 0.000 description 2
- 238000010276 construction Methods 0.000 description 2
- 239000007788 liquid Substances 0.000 description 2
- 230000001105 regulatory Effects 0.000 description 2
Images
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T15/00—Construction arrangement, or operation of valves incorporated in power brake systems and not covered by groups B60T11/00 or B60T13/00
- B60T15/02—Application and release valves
- B60T15/04—Driver's valves
- B60T15/043—Driver's valves controlling service pressure brakes
Definitions
- a regulating-valve For working brakes of a railway-train by fluid-pressure the engine-driver usually employs a regulating-valve, by which he can either admit fluid under pressure into the'pipe which conveys it along the train, or he can more or less relieve the pressure in the trainpipe.
- J My invention relates to the, construction I and. arrangement of a regulating-valve for this purpose in a compact; and convenient form, giving facilities for delicate regulation, as I will describe, referring to the accompanying drawings, of which-- Figure 1 is a longitudinal section of the valve-box, a'nd Fig. 2 is a front view, showing the working-handle and its spring-catch.
- the valve-box has two nozzles-A, which-is connected to the main reservoir or supply of fluid under pressure, and B, which is connected to the train-pipe. These nozzles open from two compartments of the valvc-box, sepafitted by avalve, G, which is pressed tovits seat by a spring, 0.
- valve- D Attached to the valve 0 is another valve, D, the attachment consisting of a cross-pin, d, which hasccrtain freedom inthe hole .of the stem 'of D, through which it passes.
- the valve- D seats on a hole in the center of a piston, E, on the face of which i's-a flexible diaphragm, F, secured at its outer edge between the two parts of the valve-box, which are screwed together.
- the compartment of the valve-box on the other side of the piston E communi-t cates with the outer air by passages G, there being free passages to this compartment when the valve D is iunseated by the hole through. the piston and cross-holese.
- the stem of the piston E has a shoulder, against which butts oneend of a spring, H, whose other end butts against a plug, k, which is screwed into the lever-handle K.
- the boss of this handle has on it a screw-thread, L, working in an internal thread of the valve-box.
- the handle K is provided with a spring-catch lever, M, the lower end of which has teeth that can engage with teeth cut in the periphery of a ring, N, that is claifiped between the two parts of the valvebox, the lever K being held in any desired position by the engagement of the spring-catch with these teeth.
- Wheuthc driver desires to admit fluid under pressure into the train-pipe,
- valve D is thus firmlyseated, but the valve on the piston E.
- the piston automatically advances, so as to close the valve D and prevent further escape from the pipe.
- the driver by turning the handle K more or less can more or less relieve the'spring H, be can delicately adjust the pressure in the train-pipe, and can thus cause the brakes who applied avith greater or less rapidity and force, as circumstances may require.
- the diaphragm .F may obviously be dispensed with if the packing of thepiston E be sutficiently tight to prevent leakage of fluid past the piston, As such packiugs and the cylindrical surface against which they work become worn, the diaphragm F is of advantage to preventlcakage when the fluid employed is compressed-air.
- the diaphragm should be dispensed with and thepassagcs G should be connected to a return-pipe.
- valves 0 and D D hollow piston E, having lateral ports 0, esas separate pieces loosely connected by a pin, cape-port G, springs c and H, handle K, and they might be rigidly connected and yet opscrew-plug k, substantially as set forth.
Landscapes
- Engineering & Computer Science (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Lift Valve (AREA)
Description
(No Model.) v 2 Sheets-Sheet 1. G. WESTINGHOUSE, Jr.
v BEGULATING VALVE FOR RAILWAY BRAKES. No. 251,980. Patented Jan. 3,1882.-
- (No Model.) 2 Sheena-Sheet 2.
G. WESTINGHOUSE, Jr.
REGULAT ING VALVE FOR RAILWAY BRAKES. No. 251,980. Patented Jan. 3,1882.
153 151. 6%: firm-Queer UNITED STATE PATENT OFFICE.
GEORGE WESTINGHOUSE, JR., OFPITTSBURG, PENNSYLVANIA.
REGULATlNG-VALVE FO R RAI LWAY B RAKES.
SPECIFICATION forming part of Latte rs Patent No. 251,980, dated January 3, 1882.
' Application filed Augustfll'. 1881. (No model.) I I To all whom it may concern:
Be itknown that 'LGEORGE WESTING- HOUSE, J r., a citizen of the United States, residing at Pittsburg, Pennsylvania, have in- Vented a new and useful Improved Regulating- Valve for Railway-Brakes workedby Fluid- Pressure, of which the following is a specification.
For working brakes of a railway-train by fluid-pressure the engine-driver usually employs a regulating-valve, by which he can either admit fluid under pressure into the'pipe which conveys it along the train, or he can more or less relieve the pressure in the trainpipe. J My invention relates to the, construction I and. arrangement of a regulating-valve for this purpose in a compact; and convenient form, giving facilities for delicate regulation, as I will describe, referring to the accompanying drawings, of which-- Figure 1 is a longitudinal section of the valve-box, a'nd Fig. 2 is a front view, showing the working-handle and its spring-catch.
The valve-box has two nozzles-A, which-is connected to the main reservoir or supply of fluid under pressure, and B, which is connected to the train-pipe. These nozzles open from two compartments of the valvc-box, sepafitted by avalve, G, which is pressed tovits seat by a spring, 0.
Attached to the valve 0 is another valve, D, the attachment consisting of a cross-pin, d, which hasccrtain freedom inthe hole .of the stem 'of D, through which it passes. The valve- D seats on a hole in the center of a piston, E, on the face of which i's-a flexible diaphragm, F, secured at its outer edge between the two parts of the valve-box, which are screwed together. The compartment of the valve-box on the other side of the piston E communi-t cates with the outer air by passages G, there being free passages to this compartment when the valve D is iunseated by the hole through. the piston and cross-holese. The stem of the piston E has a shoulder, against which butts oneend of a spring, H, whose other end butts against a plug, k, which is screwed into the lever-handle K. The boss of this handle has on it a screw-thread, L, working in an internal thread of the valve-box. The handle K is provided with a spring-catch lever, M, the lower end of which has teeth that can engage with teeth cut in the periphery of a ring, N, that is claifiped between the two parts of the valvebox, the lever K being held in any desired position by the engagement of the spring-catch with these teeth. Wheuthc driver desires to admit fluid under pressure into the train-pipe,
he turns the handle K so that its boss screws inward, pressing the piston F toward the left.
The valve D is thus firmlyseated, but the valve on the piston E. The pressure of the fluid in the train-pipe, acting on the piston E, forces it back, and the valve 0 being seated, the pin d holds the valve D while the piston retreats from it, and thereupon fluid from the pipe flows by the nozzle B, past the valve D, through a the piston and the lateral apertures e, and escapes by the passages G. When thepressure in the pipe is so far reduced by escape of fluid that the force of the spring H overcomes the pressure on the piston E, the piston automatically advances, so as to close the valve D and prevent further escape from the pipe. As the driver by turning the handle K more or less can more or less relieve the'spring H, be can delicately adjust the pressure in the train-pipe, and can thus cause the brakes who applied avith greater or less rapidity and force, as circumstances may require. v
The diaphragm .F may obviously be dispensed with if the packing of thepiston E be sutficiently tight to prevent leakage of fluid past the piston, As such packiugs and the cylindrical surface against which they work become worn, the diaphragm F is of advantage to preventlcakage when the fluid employed is compressed-air. When a. liquid under pressure or steam is employed the diaphragm should be dispensed with and thepassagcs G should be connected to a return-pipe.
Although I have shown the valves 0 and D D, hollow piston E, having lateral ports 0, esas separate pieces loosely connected by a pin, cape-port G, springs c and H, handle K, and they might be rigidly connected and yet opscrew-plug k, substantially as set forth.
crate as described, the loosencss of the con- In testimony whereof I have signed my name I 5 5 nection being merely adopted to allow for slight to this specification, in the presence of two subinequalities of workmanship and fitting. scribing witnesses, this 5th day of August, A.
Having thus described the nature of my in- D. 1881. vention and the best means I know of carry- GERGE WESTINGHOUSE, J R. ing it out in practice, I claim-- Witnesses: 10 A regulating-valve for railway-brakes, h'av- JOHN IMRAY,
ing in combination the nozzles A B, valves 0 JNO. P. M. MILLARD.
Publications (1)
Publication Number | Publication Date |
---|---|
US251980A true US251980A (en) | 1882-01-03 |
Family
ID=2321279
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
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US251980D Expired - Lifetime US251980A (en) | Regulating-valve for railway-brakes |
Country Status (1)
Country | Link |
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US (1) | US251980A (en) |
Cited By (2)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US2572520A (en) * | 1946-04-27 | 1951-10-23 | New Britain Machine Co | Mechanism for the operation of valves |
US2891568A (en) * | 1953-06-29 | 1959-06-23 | Fisher Governor Co | Pneumatic clutch type panel loader for interlock system |
-
0
- US US251980D patent/US251980A/en not_active Expired - Lifetime
Cited By (2)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US2572520A (en) * | 1946-04-27 | 1951-10-23 | New Britain Machine Co | Mechanism for the operation of valves |
US2891568A (en) * | 1953-06-29 | 1959-06-23 | Fisher Governor Co | Pneumatic clutch type panel loader for interlock system |
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